Signal controlling and duration varying system and mechanism therefor



Oct. 11, 1938. H. l. TURNER El AL 2,133,157

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM'THEREFORFiled Dec. 5, 1954 Y 10 Sheets-Sheet 1 INVENTOR5 HARR\50N I. TURNER RLL. ANDERSON ATTORNEY Oct. 11, 1938. v TURNER ET AL 2,133,157

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM THEREFORFiled Dec. 3, 1954 10 Sheets-Sheet 2 "lib . F15 2 I INVENTORS Hnnmsou l.TURNER CARL L. ANDERSON ATTOR NEY Oct. 11, 1938. H. TURNER ET AL2,133,157

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM THEEEFORFiled Dec, 5, 1934 10 Sheets-Sheet 5 INVENTQRS HARRl-SON L'TURNER CARLLuANDERfJO ATTORNEY Oct. 11,1938. 7 H. l. TURNER ET AL I I 3 ISIGNALCONTROLLING AND DURATION VARYING SYSTEM AND MECHANII ISM THEREFOR FiledDec. s, 1954 lb Sheets-Sheet 4 506' Zia-H 58 z/sl2 INVENTORS HARRlSONL'TURNER CARL L. ANDER$ON v ATTORNEY Oct. 11, 1938. TURNER r AL2,133,157

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM'THEREFOR Filed Dec. 3, 1954 -10 Sheets-Sheet 5 C. 055 H IGHWAY INVENTORSHARmsoN 1. TURNER CARL L. ANDERsoN ATTORNEY a a m 0 -Qua' l0Sheets-Sheet 6 INVENTOR5 ATTORNEY.

H. I. TURNER ET! AL Filed Dec. 3, 1934 6 all H il. 1.. mb 7 o 6 6 v 0 41 1H Y FOR M075? M/ 1 SFEC/AL surpt Miiiii HARRISON l- TURNER CARL L.ANDERsON *6 M/ Oct. 11, 1938.

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM THEREFORCURRENT {sou/2c:

Oct- 11, 1938. --H. I. TURNER ET AL 33 SIGNAL CONTROLLING AND DURATIONVARYING SYSTEM AND MECHANISM THEREFOR Filed Dec. s, 1934v 1o sheets-sfiet 7 SI 52 53 54- v 55 b2 EIIJT N bu al al' seal 660] 1/5 -/9 BUT I Nseal 52 sw'l 5| J/E-ZO T IN nu ml 52 -INVENTOR5 HARFUSON [.TURNER CARLL. ANDERbON ATTORNEY 1933- H. l. TURNER Er A1, 2,133,157

SIGNAL CONTROLLING AND DURATION VARYING STZSTEM AND MECHANISM THEREFORFiled Dec. 5; 1954 10 Sheets-SheetB INVENTORS HARRISON LTURNER CARLANDERON BY ATTORNEY.

Oct. 11, 1938. H. TURN ER El AL 2,133,157

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM THEREFOR,Filed Dec. 3, 1934. 10 sheets-sheet 9 R mm. EN 3 3 5 m m w n in v m wmm m- V \l m n #m m w A 3 sum 5 L zopuaozou uumnow E. M L NW W f H HAOium 7 MW d3 Mm a; no

or act v 0a. 11, 1938. H ,1 RNE Er AL 2,133,157

SIGNAL CONTROLLING AND DURATION VARYING SYSTEM AND MECHANISM THEREFORFiled Dec. 5', 1934 10 Sheets-Sheet 10 FN DIALS Fs DIAL N 25200 2 200 WINVENTORS W MAIN HIGHWAY 'PEDESTRIAN HARRlSON LTURNER cRoss HIGHWAYLAMPS LAMPS CARL L. ANDERSON LAMPS BY E Z5 ZTTORNEK Patented Oct. 11,1938 PATENT OFFICE SIGNAL CONTROLLING 'VARYING SYSTEM THEREFOR ANDDURATION AND MECHANISM Harrison Irving Turner and Carl Ludwig Anderson,Moline, Ill., assignors to Eagle Signal Corporation, Moline, 111., acorporation of Massachusettl Application December 3, 1934, Serial No.755,742

14 Claims.

This invention relates to signal controlling and duration varyingsystems and mechanisms therefor, and more particularly to those forgoverning highway tramc in situations where it is desirable to at timesvary the duration and/or characteristics of components entering intocycles of changes of signal aspects.

A novel form of system and mechanism for synchronizing and controllingthe speed of op eration of a trafiic signal controller or controllersand a novel form of variable circuit making and breaking mechanism aredescribed in this application in order to facilitate a completeunderstanding of this invention, but such system and mechanism and suchmaking and breaking mechanism are described and claimed in divisions ofthis application, Serial No. 49,766, filed November 14th, 1935 andSerial No. 52,848, filed December 4th, 1935, respectively. In thisapplication, it is intended to claim the broad features of the inventionand also to claim the novel form of system and mechanism for selectivelyattaining and presenting a plurality of diverse cycles of signals forcontrolling the movements of tramc.

Mechanism and systems heretofore available for governing highway trafilchave embodied characteristics which precluded facility of revisions ofsettings and adjustments after completion of manufacture, to render samesuitable for the varied needs of difierent locations; but, on thecontrary, involved extensive and costly redesigning, as well as revisionof assembled mechanism.

Furthermore, the complex and intricate character of traflic signalcontrolling mechanism which has heretofore been supplied for suchservvice has resulted in the adoption of designs and methods ofmanufacture which have rendered the resultant mechanism subject todisarrangement and, when disarranged, requiring highly skilled servicesfor eflfecting repair and readjustment.

It is readily apparent that trafilc signal controlling mechanism shouldbe of such type as to meet a large proportion of the requirements of themany diverse intricate highway traihc controlling situations withoutinvolving diversity of structural details and without requiringvariations of settings or adjustments other than those of a simplenature which can be quickly and conveniently accomplished by persons ofordinary training and ability. In contrast with such characteristics ofstandardization of manufacture and simplification of adaptation, the useof prior traflic signal controlling mechanisms of which we are aware hasinvolved the disadvantages and economic waste incidental to'individually designing and building such controlling mechanisms, each tosuit conditions of specific character and very limited application, aswell as multiplying costs of adjustment. repair and replacement of partsto an extent which has heretofore served as a deterrent to prospectiveusers of such systems.

It has also been found that, in many locations, it is highly desirableto provide for utilization of diverse alternative types of cycles of thepresentation of signaling aspects, each such type of cycle characterizedby the establishment of time durations for the respective aspects whichwill be suited for some predictable condition of relative traflicdensity; such as, for example, establishing one type of cycle formorning residence-to-business" and evening going-to-theatre trafllc,establishing another type of cycle for opposite predominating trafllcdensity, and establishing another type of cycle to meet some othercondition, as when traflic densities lack directional predominance.

Furthermore, it has been found that, under circumstances whereinattempts have been made to furnish a mechanism capable of providing suchdiversity of types of cycles, difficulties have arisen in so maintainingoperation of such mechanism under supervision of a master timer" ormaster controller" as to permit so-called progressive movement oftraffic.

It is, therefore, an important object of this invention to provide asignal controlling and duration varying system, and mechanism therefor,which is susceptible of adjustment and adaptation, readily accomplishedby users of ordinary intelligence and without special facilities, forthe purpose of caring for the greatest practicable proportion of thediverse circumstances and conditions presented in effecting the controland regulation of highway trafiic in a manner which will promote itssafe and expeditious movement.

It is another important object of this invention to provide a signalcontrolling and duration varying system, and mechanism therefor,

which is capable of governing the display of a suflicient variety ofsignaling aspects to provide for substantially all needful types ofsequential displays.

Another important object of this invention is to provide a signalcontrolling and duration varying system, and mechanism therefor, whichis capable of effecting displays of signal aspects in accordance withone or another of a plurality of sets of cycle characteristics each ofwhich sets so differs in the number and/or duration and/or character ofvarious aspects as to be suitable and adequate for governing the flow oftraffic on occasions when such traiiic presents some certain outstandingcharacteristic as,-for example, directional predominance.

Another object of this invention is to provide such a system andmechanism which affords ready interchangeability and/or replacement ofparts.

Another object of this invention is to provide such a system andmechanism which is capable of operating under the supervision of amaster timer or controller for so displaying signal aspects as to permitprogressive movement oil traffic irrespective of the set of cyclecharacteristics then in effective display.

Another object of this invention is to provide such a system andmechanism which is capable of at times displaying special characteristicsignals whereby to indicate, to progressively moving traflic, the needof either an increase or a decrease in its rate of movement in order tomaintain a desired positioning relative to a progressive display ofsignaling aspects,

Another object of this invention is to provide such a mechanism capableof being easily and readily adjusted to revise the sequence of displayof signaling aspects.

Another object of this invention is to provide such a mechanism capableof easy and ready adjustment without special facilities to effect aprolongation or shortening of the duration of display of any particularaspect.

Another object of this invention is to provide such a system andmechanism capable of being so supervised and governed from a mastertimer as to permit effective revision therefrom of cycle characteristicsboth as to component signaling aspects and as to the timed durationthereof.

Another object of this invention is to provide such a system andmechanism capable of being periodically and automatically brought into asynchronical relationship with respect to a master timer.

Another object of this invention is to provide such a mechanism capableof being periodically and automatically revised as to speed of operationto maintain substantially synchronical speed between such mechanism andthat of a master timer.

Another object of this invention is to provide a system and mechanismcapable of being periodically and automatically revised as to speed ofoperation to compensate for any nominal change in speed such as mayoccur resultant from atmospheric temperature variations and the like.

Still other objects of this invention are to provide for the maintenanceof substantially synchronous relationship between one and another of aplurality of traffic signal controllers having the foregoingcharacteristics; to provide a type of traflic signal controller whichmay, in less than all of its cycle types, effect recurrent display ofspecial signal aspects for directing certain trafllc (as, for example,"right turn" arrows, "left turn arrows and pedestrian movement signals);to provide a type of trailic signal controller which may be manuallyoperated without affecting the operative characteristics of anycontroller which is either interrelated or governed by a mastercontroller in common therewith; to provide a type of traffic signalcontroller which, following a period of manual operation,

, tics may be accomplished without utilization of change gears or othermeans of such character as to present opportunities for inadvertentdisarrangement of intended cycle characteristics 7 incidental tosubstitution of cycles of onecharacteristic for those of another.

A further important object of this invention is to provide improvedduration varying systems and mechanism therefor which, for theaccomplishment of all, any one or of any group of the foregoing objects,shall be of greater effectiveness and reliability, composed of a smallernumber of parts severally characterized by strength, durability andfacility of assemblage, as well as amenable to a lower cost ofmanufacture.

Other and more specific objects and advantages will appear in thefollowing description of an illustrative embodiment of this invention,or will be apparent therefrom to those skilled in this art.

In a preferred embodiment of this invention, the foregoing objects andothers ancillary thereto are preferably accomplished as follows:

A series of adjustable cams are provided for opening and closingcontacts which control various signaling circuits. These cams arerotated, as by means of a motor, subject to the control of a mechanismhaving several graduated plates or faces each equipped with a pluralityof members (herein referred to as keys) subject to manual placement indiverse relationships, assemblies of said plates or faces, with theirassociated parts, being hereinafter referred to as dial assemblies" or"dials". These dials, together with their associated members or keys,are simultaneously driven by a second motor; certain of said keys beingeffective for causing energization of the cam motor incidental tochanges in the display of signaling aspects. Relays contribute toassociation of the cam motor with the dials for rendering energizationof said motor responsive 'to one or another of said dials, singly, andsubject to determinations eifected by a master controller. Other means,including certain of the keys associated with said dials, serve tomaintain predetermined relationships between the actuation of said camsand the positionings of said dials, as well as making provision formaintaining predetermined relationships between said dials and a mastertimer. A further means is provided for response to a master timer foreffecting regulation of the speed of the dial motor to attainsubstantially synchronous relationships between the timing of said dialsand that established by such a master timer.

For the purpose of facilitating a ready understanding of this inventionand what are considered to be its novel characteristics, an embodimentthereof is represented in the annexed drawings and hereinafterdescribed, however, such embodiment, though practical, is by no meansthe only one which the invention may assume, wherefore the invention isnot confined to any strict conformity with the more or less diagrammaticrepresentations of the drawings but may be changed and modified invarious particulars so long as such changes and modifications make nomaterial departures from the invention, as more particularly set forthinthe annexed claims.

In the accompanying drawings, like parts are designated by the samereference characters throughout the several views in which Figure 1 is afront elevation of a trafllc signal controller embodying this invention;

Fig. 2 is a schematic representation of mechanism and of circuitconnections suitable for association with that portion of the traflicsignal controller shown in the right-hand section of Fig. 1;

Fig. 3 is a schematic representation of mechanism and of circuitconnections suitable for association with that portion of the trafficsignal controller shown in the left-hand section of Fig. 4 is a somewhatdiagrammatic isometric view of a portion of the mechanism situatedwithin the left-hand section of Fig. 1 and in Fig. 3;

Fig. 5 is a detailed sectional view of certain parts of Fig. 4;

Figs. 6, 7, 8, 9, 10, 11 and 12 are views representative of variousalternative positionings of parts of Fig. 4;

Fig. 13 is a detailed view of certain parts of Fig. 2 with certainportions broken away;

Fig. 14 is a schematic representation of circuit connections to aplurality of signal lights at a highway intersection and arranged forcooperation with the trafilc signal controller of Figs. 1, 2 and 3;

Fig. 15 is a detailed view of an alternative arrangement of certain ofthe parts shown in Fig. 3;

Fig. 16 is a schematic representation of a master timer in associationwith a plurality oftraffic signal controllers embodying this invention;

Fig. 17 is a composite chart representative of various operatingcharacteristics of a trailic signal controller in comparison with thoseof a master timer such as indicated in Fig. 16;

Figs. 18, 19 and 20 are charts representative of the traflic movementspermitted under diverse conditions rendered effective through theassociation of a group of trailic signal controllers as of Fig. 1 with amaster timer, in accordance with Fig. 16;

Fig. 21 schematically indicates mechanism for automatically renderingselectively effective, at suitable occasions, the various signalpresentation schedules of associated local controllers;

Fig. 22 is a schematic representation of certain revisions of circuitconnections illustrative of the readiness to adaptation to differingoperative requirements of systems similar to that indicated by Figs. 1,2, 3 and 14; and

Fig. 23 is a schematic across-the-line representation of circuitconnections combined with a composite diagrammatic presentation ofmechanisms and arrangement of parts embodying this invention.

The traffic signal controller of Fig. 1, sometimes referred to as localcontroller, comprises a panel 50 upon which is mounted a timer dialmechanism DM and a signal circuit controlling mechanism CM responsivethereto.

The timer dial mechanism DM includes means for establishing thedurations of the respective periods or components of a cycle of theoperation of the controller, together with facilities for manuallyaltering same; which facilities include the slotted dials 200 and theindicia dials 202. (See also Figs. 4 and 5.)

Three assemblies of dials FN, F8 and N are shown, however, since thedials themselves as well as the associated mechanisms are similarlyconstructed and assembled the following description will be directed tobut one such dial and assembly.

As more clearly shown in Figs. 4 and 5, the basic dial 203 is fixed uponthe hub 206, which hub is, in turn, secured to the shaft 204 by the setscrew 208; .and the slotted dial 200 is firmly secured to the basic dial203 as by rivet pin 205.

Indicia dial 202 is slidably threaded extension 2l0 of the hub 206, andis retained in position by means of the thumb nut 2 I 2.

which will be hereinafter more fully explained.

The pin 2H5 serves to maintain the indicia dial 202, when in its normalaxial position, in a fixed rotational relationship to the slotted dial200.-

As further indicated in Fig. 5, the basic dial 203 has a circular groove2|8 formed around one face thereof near its periphery, said groove beingsituated in such relation to the slots 220 of dial 200 that an operatingkey, such as key 240, having projections 242 and 244 thereon, wheninserted in one of the slots 220, may be securely fastened in positionby tightening thumb nut 2| 2 and thereby carrying indicia dial 202 intoengagement with projection 242, which will force the tapered edges ofthe projection 244 against the sides of the groove 2l8.

From the foregoing it will be seen that establishment of desiredsettings of operating keys, such as the key 240, is greatly facilitatedby the construction shown, in that the axial movement of the indiciadial 202, which occurs responsive to the spring 2 l4 when the nut 2| 2is partially withdrawn from the threaded extension 2i0, permitsinsertion, transfer or removal of desired ones of such keys withoutthereby disturbing the settings of the others thereof.

In order to adapt the controller for effecting certain durations ofsignaling aspects, keys having projections 242 and 244 corresponding tothose of key 240, but varying in the contour of other portions thereof,are assembled and secured in desired positions in the slotted dial 200to act in a manner and for a purpose which will be hereinafter morefully described.

As indicated in Fig. 1, stationary reference pointers 230, 230, 230 areclosely associated with the indicia 202 provided upon the faces of theindicia dials 202, in order to facilitate determinations as to requiredrelative settings of keys in the dials 200 and as to the positionings ofthe dials relative to a cycle of their operation.

As best shown in Fig. 3, the shafts 204 of the dial assemblies FN, FSand N, are driven by means of an induction type motor Ml comprising theelectromagnet 290, disc 292, shaft 294, worm gear 296, worm wheel 298,driving gears 300, 300, 300 and idler gears 302, 302; said driving gearsbeing fixed upon their respectively associated shafts 204, 204, 204.

Gear 300', driven by one of the gears 300, is secured to shaft 304 andacts therethrough to drive two cams which will be herein respectivelyreferred to as the synchronizing cam 306 and the speed control cam 208.

It is preferable that the gears 300, 300, 300 and 300' shall be of suchcharacter that simultaneous positioned on the and synchronical movementwill be imparted to the dials 200, 200, 200 of the assemblies FN, FS andN, as well as to the cams 306 and 308.

The motor MI has a shading coil 290' rotatable with shaft 3 I foreflectingrevisionsof the torque applied to the disc 292, in a well knownmanner.

The disc 322 drivesthe shaft 3I0 through the beveled gears 3 and 3I6 andis associated with the electromagnets M2 and M3 such that the excitationof one of said electromagnets will cause said disc to rotate said shaftin one direction and the excitation of the other of said electromagnetswill correspondingly cause rotation of said shafts in oppositedirection. For convenience in description, the electromagnet M2 and theportion of the disc 322 associated therewith will be herein referred toas motor M2 and the electromagnet M3 and its associated portion of thedisc 322 will be herein referred to as motorMT.

From the foregoing it will be evident that energization of motor M2 willcause rotation of the coil 290' in one direction, and energization ofthe motor M3 will cause rotation of said coil in the opposite direction.

The permanent magnet 3I8 is associated with disc 292, in a manner wellunderstood by those skilled in the art, to serve as a magnetic brake andthereby maintain a comparatively slow and uniform speed of rotation ofthe disc 292 and to further serve to minimize coasting by hasteningdeceleration when driving current has been cut off.

As best indicated in Fig. 1, the timer dial mechanism DM is secured topanel 50 by means of the hinges 62, 52, so that the entire dialmechanism may be so swung as to carry the righthand edge of frame plate232 away from panel 50 and thereby afford convenient access to allportions of said mechanism. The latch 54 is secured to the panel 50 forengagement with the front plate 232, for maintaining same in normalservice position.

The details of the mechanical structure of the signal circuitcontrolling mechanism CM are somewhat similar to those of thecontrolling mechanism SC disclosed in a co-pending application forSignal controlling mechanism and system filed July 20th, 1934, SerialNo. 136,266.

The frame plates I00 and I02 of this mecha nism are maintained insuitably spaced relation by the contact bars I04, I06 and I08, togetherwith the insulating tie strip H0, and by the insulating rods H4, H4. Thebars I04, I06 and I08 and the contact I01 are electrically isolated fromsaid frame plates by the insulating plates H2, H2, H2, H2.

The frame plate I02 of the mechanism CM is secured to the panel 50 bymeans of the hinges 56, 56, in a manner corresponding to that describedin connection with the mechanism DM, so that the entire signal circuitcontrolling mechanism may be so swung as to carry the frame plate I00away from the panel 50 and to thereby afford convenient access to allportions of said mechanism. The latch 56 is secured to the panel 50 forengagement with the frame plate I00, for maintaining same in normal snugengagement with said panel.

Further details of the mechanical structure of the signal circuitcontrolling mechanism CM will be best understood by referring both toFig. 1 and to the diagrammatic representation of Fig. 2, wherein ageneral arrangement of parts is shown which corresponds substantiallywith the disclosure of Fig. 1; however, it will be noted that certain(parts, \for example, electromagnet II6, have been shown in Fig. 2 in adiagrammatic manner, in order to more clearly disclose their intendedmanner of operation, and also in order to avoid distortion ofrepresentation or obscuring of other parts.

The cam motor M4 is secured to the frame plates I00 and I02 andcomprises the metal disc I22, which is fixed upon the shaft I24, todrive the gear I26 throughany well known medium of gearing such, forexample, as that utilized in the disclosure of the aforementionedcopending application.

' The permanent magnets H8, H8, are applied in a well known manner toeffect a slow and uniform speed of rotation of the disc I22 and tofurther serve to minimize coasting by hastening deceleration whendriving current has been cut 05.

The motor M4 drives the cam shafts I28 and I30, said shaft I28 beingdriven by said motor through the gears I26 and I32, and said shaft I30being driven in even ratio with said shaft I28 through the gears I34 andI36.

The cams 60, 62, 64, 66, 68, 10, 12, 14, 16, 18, 80 and 82 areadjustably secured upon the shaft I30 between spacers 84, as shown inFig. 1, and each of said cams consists of two relatively movable discsor sections capable of presenting a greater or less angular raisedportion, depending uponwhether the raised portions of the discs are inside-by-side or overlapping relationship, as more fully disclosed in theaforementioned copending application; thus facilitating wide variationsin the relative settings and durations of the effectiveness thereof.

As indicated by Fig. 2, supervising cam 90, the impulse cam 92, thecarryover wheel 94, the ratchet wheel 96 and the bevel gear 98 are rotated by the shaft I28, for accomplishing results which will behereinafter more clearly pointed out.

The ratchet wheel 96 and its pawl 358 may be provided to preventrotation of shafts I28 and I30 in other than the intended direction.

The contact arm I60 is biased for movement to effect closure of anelectrical connection between such arm and the contact bar I08 and isarranged to open such connection responsive to actuation communicated tosaid arm, (through the lift rod I88 and the insulating member I84) fromthe follower I86 which traces the contour of the cam 60. The contact armI62 is of similar construction and correspondingly associated with thecam 62 and the contact I01 which is mounted on the tie strip H0. The.contact arms I64, I68, I12, I16, I80 and I82 are also of similarconstruction and correspondingly associated with the cams 64, 68, 12,16, 80 and 82, and with the contact bar I04; while the contact arms I66,I10, I14 and I18 are of similar construction and correspondinglyassociated with cams 66, 10, 14 and 18 and with the contact bar I06 (seealso Fig. 1)

The contact arms I90, I92 and I94 are biased,

as by the springs I96, to effect closure of electrical connectionsbetween said arms and the contact bars I90, I92 and I94, respectively;and are associated with the cams 90 and 92 and with pins 280 which arecarried by the wheel 94, through their respective insulating membersI84, push rods I88" and followers I86.

As best indicated by Fig. 1, a rock shaft I40 extends between the frameplates I00, I02 as well as outside of plate I00. A conventional crankI38 and lever I42 are so associated with the portion of the shaft I40which extends outside of plate I00, with the electromagnet I I6 and withthe armature I44 thereof, that the rock shaft I40 is in a certainrotative position during energization of said electromagnet, and isrockedto another position, during deenergization of said electromagnet,responsive to the spring I48. The shaft I40 is uniformly cut awaybetween the plates I00, I02 except at that portion I45 which is adjacentthe follower I86 associated with cam -64, where a projecting section ofthis shaft coacts with the projecting end of said follower to eflectseparation of arm I64 from bar I 04whenever the rock shaft I40 is rockedto the position which it assumes during deenergization of electromagnetII6.

While the arrangement of the electromagnet H6 and its associated partsas indicated in Fig. 1 is based upon actual details of a practicalembodiment of this invention, Fig. 2 incorporates slight differences inthe representations of certain of these parts in order that they may bebetter suited to its diagrammatic formralthough the operative effect ofone arrangement is substantially identical with that of the other. Thusin Fig. 2 the armature I44 is represented as associated with the arm I64through the rod I46 and its insulating block I84" in such manner thatretraction thereof responsive to spring I48 will cause movement of saidarm to break its connection with the bar I04, and so that when saidarmature is in attracted position said arm will be free to assume eitheropen or closed circuit relationship with said bar.

The bevel gear 350 mounted on shaft 352 meshes with bevel gear 38 onshaft I28. The pin 354, in shaft 352, is adapted to register with theslot 356 in the manual control handle 360 so that, when the handle 360is applied over the end of said shaft, said pin will be engaged by thewalls of the slot 356, to the end that rotation of the handle 360 willcause corresponding rotation of the shafts I28 and I30.

As previously pointed out, the pawl 358 may be utilized in conjunctionwith the ratchet wheel 96 to prevent unintended directional rotation ofshaft I28, and therefore of shafts I30 and 352.

The shaft I30 hasfixed thereon a notched wheel 362 which cooperates withthe spring 364 in a well known manner, to retain said shaft and theshaft I28 in any one of a plurality of index positions, as well asserving to indicate rotation of said shafts past such positions.So-called "slugs 363 are provided for insertion and secure retentionwithin any desired one of the notches of the wheel 362, for the purposeof blanketing or rendering such notches ineffective for cooperation withsaid spring 364, for rea sons which will be hereinafter more fullyexplained.

Positioning of the manual control handle 360 on the shaft 352, as justdescribed, effects engagement between the cam surface 366 on the handle360 and the insulating rod 368. The resultant movement of said rod in alateral direction away from the handle 360 causes the separation of thespring 380 from the spring 318 and, through the insulated rod 310,serves to move the three contact springs 312, 314 and 316 into closedrelationship, for reasons which will be hereinafter more fullyexplained.

A relay 382, having a movable contact 384 andstationary contacts 386 and388 is so arranged that, when energized, contact 384 moves intoengagement with contacts 386 and 388,

Associated with the controller of Fig. 1, is a mechanism for formulatingintermittent current impulses. As best shown in Fig. 2, this mechanismcomprises a motor M5 which drives a shaft 380 through gears 382 and 394.Secured to the shaft 380 are cams 336 and 388, which, in rotating,engage the movable contacts 400 and 402 and move them away from theirrespectively associated stationary contact members 404 and 406. Thus,when motor M5 is energized, contact 400 is continuously acting toalternately make and break with contact 404 and, correspondingly,:ggtact 402 is making and breaking with contact Referring again to Figs.3, 4 and 5, as well as to Figs. 6, '7, 8, 9, 10, 11 and 12; ashereinbefore described, keys (such as key 240 of Fig. 5) may be firmlysecured in selected slots of dial 200. Each slotted dial 200 maypreferably have one hundred uniformly spaced slots about itscircumference- The indicia 202' on dial 202 assists in determiningthelocation of any given setting of a key in terms of percentage of anoperative cycle.

It will be noted that the keys 240, 250, 252, 254, 256 and 268, as shownin Figs. 7, 8, 9, 10, 11 and 12, respectively, differ from one anotheras to certain details of their contour, in order that each of thesetypes of keys will, when assembled in a dial 200, perform its owncharacteristic function of operation as may be understood by referenceto Fig. 4, in connection with more detailed descriptions thereof whichare hereinafter set forth.

Associated with each dial 200 are six finger ends 500', 502', 504',506', 506' and 5I0', which are formed at the ends of the fingers 500,502, 504, 506, 508 and 5I0, respectively. In addition, the end 506' hassecured thereto a secondary end 506", the purpose of which will behereinafter more fully explained.

The fingers 500, 502, 504 and 506 are secured to the insulating mountingblocks 5I2, 5I4, 5I6 and 5I8, respectively, each of which blocks is freeto rotate in an intended manner about its associated pivot shaft 520,522, 524 or 526.

Alsosecured to contact block 5I2 is a contact member 530, having acontact 530' for. at times engaging the contact 528' of a stationary.contact member 528.

Secured to the contact block 5| 4 is a contact member 532, carrying acontact 532' adapted for at times engaging the contact 528" of themember 528.

The contact members 534 and 536 are secured to the contact mountingblock 5I6 in insulated relationship and carry the contacts 534' and536', respectively.

- The contact member 538 is secured to the contact mounting block 5I8and carries the contacts 538', 538" and 538" for at times engaging thecontacts 534', 536' and 540', respectively. Said contact 540' is carriedby the stationary contact member '640 and is normally engaged by con-.tact 538".

5 A stop 542 serves to limit the downward move- 6 from contact 528'.correspondingly, when the pin 552 engages the shoulder 5l0", the block5l4 will be in a raised position such that contact 532 will be separatedfrom contact 528".

The spring 554 urges movement of the block 5l8 to effect engagementbetween the contacts 538" and 540; the spring 556 urges movement of theblock 5l5 to bring finger 504 against the stop 542; the spring 558 urgesmovement of the block 514 to bring the contact 532" into engagement withthe contact 528"; the spring 560 urges movement of the block 5l2 tobring the contact 530' into engagement with the contact 528; and, thesprings 562, 562 maintain fingers 508 and 510 against their respectivelyassociated pins 550, 552 to bring the shoulders 508" and 5|0" inposition to be engaged by the pins 550 and 552 for a purpose which willbe hereinafter more fully explained. In this connection it should benoted that the springs 558 and 560 are of sufficient tension to preventthe springs 562, 552, acting through the fingers 508 and 5l0 and thepins 550 and 552, from lifting the fingers 500 and 502.

During intended operation, the closure and separation of certaincontacts are effected by the movement of the keys, carried by dial 200,past the finger ends 500, 502', 504', 506', 506", .508 and 5l0'. Eachkey passes above the ends 508, SN and below the ends 500, 502', 504,506' and 506", and each key is of such contour that it either depressesor lifts a certain end or ends as predetermined by the characteristicsof its contour.

Fig. 6 shows the relative positionings of the finger ends of Fig. 4, asnormally assumed by them, in the absence of actuation thereof by any ofthe keys.

Fig. '7 differs from Fig. 6 in that it indicates the revised positioningof the end 504' resultant from engagement thereof by the projectingportion 260 of the key 240. However, in the operation of this mechanism,just before the end 504' has been lifted to the positioning here shown,the main body portion of the key 240 will have acted to slightly raisethe end 506", with the result that the contact 538" will be slightlyseparated from contact 540' just before engagement of contact 584' withcontact 588'.

Fig. 8 shows how the contour of the key 250 acts, through its projectingportion 262, to depress the end 508', while the cut-away portion .262 ofits main body passes beneath the ends 504' and 505' without raisingthem. Such depression of the end 508' causes the finger 508 to withdrawthe shoulder 508" from the path of the pin 550, whereupon the block H2is rotated by the spring 560 so as to bring the contact 530' intoengagement with the contact 528'.

Fig. 9 shows how the contour of key 252 acts through its projectingportion 264, to depress the end 5l0', while the cut-away portion 264' ofits main body passes beneath the end 505' without raising it. Suchdepression of the end 5l0 causes the finger M0 to withdraw the shoulder5l0" from the path of the pin 552, permitting the block 514 to rotateresponsive to the spring 558- and thereby bring contact 522' intoengagement with contact 528".

In Fig. 10, the key 254 is shown acting through its projecting portion268 to lift the end 502' and thereby rotate the block 5 and carry thecontact 522' away from the contact 528". Such lifting of the end 502'tends to carry the pin 552 away from the finger 5l0, which finger willthen be raised by its spring 582 until its shoulder 5l0" engages saidpin 552; so that, when said projecting portion 266 of key 254 iswithdrawn from the end 502', said finger 5"! will act, through theshoulder 5I0", to latch and thereby maintain the finger 502 in itsraised position. As a result, the contact 532' will remain away from thecontact 528" until the finger H0 is depressed (as, for example, byengagement of key 252 with the end 5l0 of said finger 5l0) whereupon theshoulder 5l0" will be disengaged from the pin 552, as hereinbefore morefully explained.

, In Fig. 11, the key 258 is shown acting through its projecting portion268 to lift the end 500 and thereby so rotate the block 5l2 as to carrythe contact 530' away from the contact 528'. Such lifting of the end500' tends to carry the pin 550 away from the finger 508, which fingerwill then be raised by its spring 562 until itsshoulder 508" engagessaid pin 550; to the end that, when said projecting portion 268 of key255 is withdrawn from the end 500', said finger 508 will act, throughits shoulder 508", to latch and thereby maintain the finger 500 in itsraised position. As a result, the contact 530' will remain away from thecontact 528' until the finger 508 is depressed (as, for example, byengagement of key 250 with the end 508' of said finger), whereupon theshoulder 508" will be disengaged from the pin 550, as hereinbefore morefully explained.

In Fig. 12, the upper edge 210 of the key 258 is shown supporting thefinger end 506' in such position as to cause the block 5l8 to carry thecontact 588" away from the contact 540 and to carry the contact 588"into engagement with the contact 586'.

It will be noted that, throughout the operation of the various keys, asjust described, given keys actuate but one or, at most, two of thefinger ends, leaving the other fingers undisturbed.

It should also be understood that the representation of certain keycontours in the accompanying drawings, and the foregoing descriptionthereof, are presented for purposes of illustration; as it will beevident to those skilled in the art that various other key contours maybe devised fon effecting different operative results, as may be requiredin order to cause a display of desired signals.

In the interest of clearness of disclosure, fingers, finger ends,springs, keys, etc., are omitted from Fig. 3. On the other hand, severalrelays and contacts which have been omitted from other views for likereasons, are here diagrammatically indicated, as follows:

Relay 4|0 has individually insulated movable contacts H2, H4 and 4| 6for engaging the front contacts 4l8, 420 .and 422, respectively, duringenergization, and for correspondingly engaging the back contacts 424,426 and 428 during deen ergization.

Relay 430 has similar movable contacts 482, 484 and 486 for likecooperation withthe front contacts 438, 440 and 442 and the backcontacts 444, 446 and 448.

Relays 450 and 456 have the electrically inter- The contact 480 of thetimer dial mechanism DM is situated between the contacts 482 and 484 andis biased for movement away from the former and into engagement with thelatter; said contacts 482 and 484 being so positioned with relation tosaid contact 480 that, in the course of the movement thereof, it willmake with one before breaking with the other. The cam 308 is situated inthe path of the free end of said contact 480, for holding same inengagement with said contact 482 except when the cut-away portion 308 ofsaid cam is situated in the path of the end of said contact 480, whenits bias will cause it to move into engagement with contact 484 and awayfrom contact 482.

The contact 490 of the timer dial mechanism DM is situated between thecontacts 492 and 494 and is biased for movement away from the former andinto engagement with the latter; said contacts 492 and 494 being sopositioned with relation to said contact 490 that, in the course of themovement thereof, it will break with one before making with the other.The cam 308 is situated in the path of the free end of said contact 490,for holding same in engagement with said contact 492 when the fullraised portion 308" of said cam is situated in the path of the end ofsaid contact 490; for holding said contact 490, against the urge of itsbias, in an intermediate or non-contacting position when the semi-raisedportion 308' of said cam is situated in the path of said end; and forpermitting said contact to move, responsive to the urge of its bias,into engagement with contact 494 and away from contact 492 when thedepressed or cut-away portion 308" of said cam is situated in the pathof said contact.

Referring now to Fig. 13, there is here shown a detailed view of thecarryover wheel 94 previously referred to in connection with Fig. 2.This wheel 94 is secured to the shaft I28 and has twelve openings inequidistant spacing near the periphery thereof for receiving a desirednumber of pins such as the pins 280. As clearly indicated at the portionof the wheel 94- shown cut-away, the retaining disc 282, hub 284 and se'screw 288 serve to retain the pins 280 in intended position and toprovide means which permit r ady removal or insertion of such pins forpurposes which will be hereinafter more fully pointed out.

Eight of the pins 280 are shown in the wheel 94 of Fig. 2 positioned foreffecting separation of arm I94 from bar I94 at occasions in suitablytimed relation to the closures of the contact I92 with bar I92, ashereinafter more fully explained.

Referring next to Fig. 14, the signal lamps 588, 570, 512, 514, 518,518, 580 and 582 are for indicating, by the display of the arrows markedthereon, permitted movements of pedestrian traflic.

The signal lamps 584, 588, 588 and 590 are situated in main highway, thesignals 584 and 588 facing traflic in one direction on main highwayapproaching the intersection with cross highway, and the lamps 588 and590 facing trafflc approaching said intersection from the oppositedirection. The signaldamps 582, 584, 588 and 588 are' correspondinglysituated in cross highway, so that the lamps 582 and 588 face traflicapproaching said intersection from one direction, and the lamps 594 and588 face traillc approaching from the opposite direction. In each ofsaid highway approaches, there are also provided a stop" lamp R, acaution lamp A and a "go lamp G or G; such letters R, A and G alludingto the conventionally used colors for such signalingaspects of red,amber and green. The lamps 584, 588, 582 and 584 display arrows whenlighted for indicating that vehicular traffic approaching lighted onesthereof may make lefthand turns. correspondingly, the lighting of thelamps 588, 590, 598 and 588 indicates that vehicular traffic approachinglighted ones thereof may make right-hand turns.

Fig. 15 discloses an alternative form of the driving connection showiflnFig. 3 between the shaft 320 of motors M2 and M3 and the torque revisingshaft 3| 0 of motor MI. Utilization of this form of connection may bedesirable in instances .in which the ratio of gearing needed betweenthese shafts is greater than readily obtainable with the form of Fig. 3.

Such alternative form of connection comprises a worm gear 324 fixed uponthe shaft 320; a

worm wheel 328 loosely mounted on the shaft 3I0, meshing with'said wormgear, and held in place by the spacing collar 328; the cup-shaped spring330 pressed against said wheel 328 by the hub 332, which hub is fastenedto said shaft by the set screw 334, so that the shaft 3I0 isfrictionally driven responsive to rotation of said wheel. The amount offriction may be regulated by moving the hub 332 along shaft 3I0 eithertoward or away from the wheel 328. As

. previously explained, rotation of shaft 320 efiects rotation of coil290 and said frictional connection facilitates manual adjustment of coil280', effected by rotating the knob 3I2.

The master timer or controller T, indicated within the confines of thedash line h of Fig. 16, is assoc ated with a plurality of trafllccontrollers X, Y, Z, each embodying characteristics of the controller ofFig. l.

In the instance of the traffic controller Z, the panel 50 is shownpartially withdrawn from its outer casing Z to permit the mechanisms DMand CM to be swung about their respective hinges 52, 52 and 58. 58, aspreviously mentioned in connection with the description of Fig. 1.

Such w thdrawal of panel 50 and mechanisms DM and CM may be accomplishedthrough the utilization of any one of a number of well known types ofsupporting structure, whereby said panel may be moved directly out ofthe casing Z a suflicient distance to allow the swinging of themechanisms DM and CM to substantially the positions indicated in Fig.16.

The master timer T comprises a motor M8 for driving a gear 800 which, inturn, drives the gear 802 which is secured to the shaft 804. The cams808 and 808 are also fixed on said shaft, and have the cutaway portions808' and 808' and the raised portions 808" and 808", respectively.

The tracer contact H0 is so associated with the cam 808 and with thecontact 8I2 that, when rotation of said cam carries its raised portion808" into the path of said tracer contact, said contact H0 is moved intoengagement with said contact H2; and, when said raised portion 808" iswithdrawn and said cut-away portion 808 is presented, said contact 6I0is moved out of engage-ment with said contact 6I2.

The tracer contact 6I4 is 50 associated with the cam 608 and with thecontact 6I6 that, during presentation of the raised portion 608" of saidcam,'sai.d tracer contact is separated from said contact 6|6; and, whensaid raised portion 600 is withdrawn and said cut-away portion 608' ispresented, said tracer contact is moved to engage said contact 6I6.

. Circuit connections The electrical connections provided between themechanism thus far described and the series of terminals indicated inthe upper central portion of Fig. 2 are as follows:

From terminal 102,-conductor 156 leads to movable contact 400; conductor152 leads to contact I01; and conductor 154, branching from conductor152, leads to contact spring 316.

From terminal 104,-conductor 162 leads to movable contact 402; conductor158 leads to contact bar I08; and conductor 160, branching fromconductor 158, leads to contact spring 312.

From terminals 106,108, H0, 1 I2, H4 and H6,- conductors 164, 166, 168,110, 112 and 114 lead, respectively, to contact arms I18, I14, I10, I66,I62 and I60; conductors 116, 118,180, 182, 184 and 186 lead,respectively, to correspondingly marked conductors relatively shown inFig. 14; and, inaddition, conductors 188 and 190 lead, respectively,from the terminals 1 I4 and 1 I6 to correspondingly marked andrelatively positioned conductors shown in Fig. 3.

From terminal 1I8,-conductor 192 leads to a correspondingly marked andrelatively positioned conductor shown in Fig. 3; conductor 194 leads tocontact spring 314; and conductor 196 continues on from spring 314 tothe movable contact 384. Contact bar I04 is connected to, and istherefore a branch from, conductor 194.

From terminals 120, 122, 124, 126, 128 and 130, conductors 198, 800,802. 804, 806 and 808 lead, respectively, to contact arms I82, I80, I16,I12, I68 and I64. Furthermore,conductors 8I0, 8I2, 8l4 and 8 I 6 lead,respectii/ely, from terminals 120, 124, 126 and 128 to correspondinglymarked and relatively positioned conductors of Fig. 14; conductors 8I8and 820 lead, respectively, from terminals 122 and 130 tocorrespondingly marked and relatively positioned conductors of Fig. 3;and, in addition to the foregoing conductor 822 is for association ofthe terminal 130 with one side of a suitable source of electric currentsupply.

From terminals 132, 134 and 136, conductors 824, 826 and 828 lead,respectively, to correspondingly marked conductors of Fig. 16. Inaddition, conductor 830 leads from terminal 132 to one end of thewinding of the electromagnet I I6; and conductors 832 and 834 lead,respectively, from terminals 134 and 136 to correspondingly marked andrelatively positioned conductors shown in Fig. 3.

From terminals 138, 140, 142 and 144,-conductors 836, 838, 840 and 842lead, respectively, to correspondingly marked and relatively positionedconductors shown in Fig. 3; from terminals 138, and 142, conductors 844,846 and 848 lead to correspondingly marked and relatively positionedconductors shown in Fig. 16; conductor 850 leads from terminal 138 tothe remaining end of the winding of the electromagnet II6; conductor 852is for association of the terminal 144 with the other side of a suitablecurrent source; conductor 854 leads from terminal 144 to acorrespondingly marked and relatively positioned conductor shown in Fig.14. Furthermore, conductor 856 leads from terminal 144 to one terminalof motor M4, while the branch conductor 858 leads from conductor 856 toone end of the winding of relay 382.

From terminals 146, 148 and 150,-conductors 860, 862 and 864 lead,respectively, to correspondingly marked and relatively positionedconductors shown in Fig. 3; conductors 866, 868 and 810 lead,respectively, to the stationary contact 388 of relay 382, to the contactarm I94, and to the contact arm I90. Conductors 812 and 814 branch fromconductor 866 and lead, respectively, to contact bars I90 and I92; whileconductor 816 branches from conductor 856 and leads to one terminal ofmotor M5.

Other conductors are shown in Fig. 2, as follows:

Conductor 818 connects the contact bar I04 with the contact bar I06,conductor 880 connects the contact bar I06 with the stationary contact406, conductor 882 branches from conductor 88 0 and connects with thestationary contact member 404, and conductor 884 connects the stationarycontact member 404 with the remaining terminal of motor M5. Conductor886 leads from the stationary contact 386 of relay 382, to the contactspring 318, conductor 888 leads from the contact spring 318 to thecontact bar I94, conductor 890 connects the contact spring 380 with theremaining terminal of motor M4, and conductor 892 connects the remainingend of the winding of relay 382 with the contact arm I92.

Referring now to continuations in Fig. 3 of the conductors which havebeen described in connection with Fig. 2:

Conductor 192 leads to the contact 482 of the group associated with thecam 306. Conductors 894 and 896 branch from conductor 192, the formerleading to the movable contact 432 of relay 430 and the latter leadingto the contact 412 of relay 468.

Conductor 840 leads to one end of the winding of relay 462. Conductor838 leads to one end of the winding of relay 468.

Conductor 842 leads to one end of the winding of motor MI, andconductors 902 and 904 branch from conductor 842, the former leading toan end of each of the windings of relays 450 and 456 and the latterleading to the conductor 906 which connects to one end "of each of thewindings of motors M2 and M3.

Conductor 820 leads to the movable contacts 464 and 410 associated withrelays 462 and 468.

Conductor 836 leads to the remaining end of the winding of relay 468 aswell as to the remaining end of the winding of relay 462. Conductors 898and 900 branch from conductor 836, the former leading to one end of thewinding of relay 4 I0 and the latter leading to one end of the windingof relay 430.

Conductor leads to contact 454 of relay 450, conductor 8I8 leads to themovable contacts 452 and 458 of relays 450 and 456 and conductor 188leads to contact 460 of relay 456.

Conductors 832 and 834 lead to the remaining ends of the windings ofrelays 430 and M0, respectively.

Conductor 862 leads to the contact members 540, 540, 540 associated withthe assemblies of dials FN, FS and N, respectively; and,correspondingly, conductor 860 leads to the contact members 534, 534,534, and conductor 864 to the members 536, 536, 536 which are associatedwith respective ones of the assemblies of dials FN, F8 and N.

Other conductors are showmgn Fig. 3 as follows:

Conductors 998, 9I9 and 9I2 respectively lead from the contacts 8, 428and 422 of relay 9 to the contact members 538, 538 and 932 associatedwith the dial assembly FN. A branch conductor 9 leads from conductor 988to the contact member 528 of said dial assembly FN.

Conductors 9I9, 9I8 and 928 respectively lead from the movable contactsH2, 4 and 9 of relay 9 to the contacts 444, 449 and 443. of the relay439.

Conductors 922, 924 and 929 respectively lead from the stationarycontacts 424, 429 and 428 of relay 9 to the contact members 528, 539 and532 associated with dial assembly N. A branch conductor 928 leads fromconductor 922 to contact member 538 of said dial assembly N.

Conductors 939, 932 and 934 respectively lead from the contacts 438, 449and 442 of the relay 439 to the contact members 538, 939 and 532associated with dial assembly FS. A branch conductor 939 leads fromconductor 939 to contact member 528 of said dial assembly FS.

Conductors 938 and 949 respectively lead from the movable contacts 434and 439 of the relay 439 to the remaining ends of the windings of relays459 and 459.

Conductor 942 leads from the contact 499 of relay 482 to the tracercontact 499 associated with the cam 398.

Conductor 944 leads from contact 414 of relay 498 to the contact 484associated with the cam 399.

Conductors 949 and 948 lead, respectively, from the remaining ends ofthe windings of motors M2 and M3 to the contacts 492 and 494 associatedwith cam 398.

Conductor 959 leads from the remaining end of the winding of motor MI tothe tracer contact 489 associated with cam 399.

Referring now to continuations in Fig. 14 of the conductors which havebeen described in connection with Fig. 2:

Conductor 189 leads to one of the terminals of the lamp G which is shownin the lower portion of main highway.

Conductor 184 leads to one terminal of the lamp G which is shown in theupper portion of main highway.

Conductor 182 leads to one terminal of left turn arrow lamp 589 and toone terminal of left turn arrow lamp 584.

Correspondingly, conductor 189 leads to the amber signal lamps A, A formain highway, conductor 118 leads to the arrow lamps 588, 599, 592, 594,599 and 598, conductor 119 leads to the 'cross highway signal lamps G, Gand to the main highway signal lamps R, R, conductor 8I9 leads to thepedestrian signal lamps 598, 514, 519 and 582, conductor 8 leads to thepedestrian signal lamps 519, 512, 518 and 589, conductor 8I2 leads tothe cross highway signal lamps R, R, and conductor 8I9 leads to thecross highway signal lamps A, A.

Conductor 854 (which is sometimes herein referred to as a "common returnconductor") leads to the remaining terminals of all of said signallamps.

Referring now to Fig. 16, conductors I999 and I992 are for conductingenergy from a suitable source of current supply to the terminals 984 and999. Such source of current supply as is associated with these terminalsmay-either be the same as that to which the conductors 822 and 892 ofFig. 2 are connected or one which is independent thereof.

The conductor I994 leads-from conductor I999 to one terminal of themotor M9, the remaining terminal of motor M9 being connected toconductor 1992 through conductor I999, closed switch I 999, andadjustable resistance I M9.

The conductor I9I2 leads from conductor I992 to the contact 8I2associated with camv 999, and to the tracer contact 9 associated withcam 988. Conductors I9 and I9I9 lead from contacts H9 and 919 to theterminals 989 and.988,

' respectively.

The conductor I992 also connects with the switch points I9I8 and I929which points are respectively positioned to cooperate with theindependently operable switch arms I922 and I924. Conductors I929 andI928 lead from the switch arms I922 and I924 to the terminals 992 and994,

respectively.

The bus conductors I939, I932, I934, I939, I938 and I949 arerespectively connected to the terminals 984, 988, 988, 999, 992 and 994.The continuations of the conductors 844, 849, 348, 824, 829 and 828 ofthe controller of Fig. 2 are connected to said respective busconductors, and the controllers X, Y and Z, as well as any othercontrollers which are to be supervlsedby the master timer T, arecorrespondingly connected to the aforementioned bus conductors.

Assuming that the density of traflic upon main highway is considerablygreater than that upon cross highway, and further assuming that thevarious parts are positioned as shown in Figs. 2, 3, 14 and 16, and thatthe adjustments are such as to cause the dial mechanism DM and themaster timer T to operate substantially in synchronism, current flowwould be effective through paths as follows:

In Fig. 16, from current source conductor I999, through conductor I994,motor M9, conductor I999, switch I998, adjustable resistance I9I9 tocurrent source conductor I 992. Y

Other current paths effective from current source conductor I999 are asfollows:

To terminal 984, bus conductor I939, conductor 844 to terminal 138 (Fig.2); from whence one branch path leads by way of conductor 859,electromagnet II9, conductor 839, terminal 132, conductor 824, busconductor I939, (Fig. 16) terminal 999 to source conductor I992; anotherbranch leads through conductor 839 (Fig. 2), winding of relay 492, (Fig.3) conductor 849, terminal 142 (Fig. 2), conductor 848, bus conductorI934 (Fig. 16), terminal 988, conductor I9I9, contacts H9 and 9 andconductor I9I2 to source conductor I992; still another branch leadsthrough conductor 839 (Figs. 2 and 3), winding of relay 498, conductor838, terminal 149 (Fig.2), conductor 849, bus conductor I932 (Fig. 16),terminal 989, conductor I9I4, contacts 9I9 and 9I2 and conductor I9I2 tosource conductor I992.

Establishment of the current paths thus far described will cause themotor M9 to drive the cams 999 and 998 at a speed determined by theadjustment of the resistance I9I9 (Fig. 16); the electromagnet II9 (Fig.2) will be energized, thus causing the armature I44 to be so positionedas to permit the engagement of arm I94 with bar I94; the magnet of relay492 (Fig. 3) will be energized causing the contact 494 to engage thefront contact 499; and contact 419 of relay 498 will be disengaged fromits contacts 812 and 818 responsive to energization of its magnet.

From the current source conductor 822 a current path is provided throughterminal 188, conductor 888 and contact arm I88 to contact bar I88, fromwhich numerous parallel paths are effective as follows:

For causing motor Ml to drive the dial assemblies FN, FS and N, togetherwith the cams 885 and 888, at such speed as is determined by theadjustment of the shading coil 288', a path is established from sourceconductor 822 (Fig. 2) to and through bar I88 as already described,thence through conductor 188, terminal "8, conductor 182, (Fig. 3)contact 882, tracer contact 888 associated with cam 885, conductor 858,motor MI,

, conductor 882, terminal 188 (Fig. 2) and thence back to the other sideof the source by way of conductor 852.

For the energization of motor M5, another current path is eifective fromsource conductor 822, to and through bar I88, as already described,thence through conductor 818, bar I88, conductors 888, 882 and 888 toand through motorMS,

' conductors 815 and 855, terminal 188 and conductor 852 to the otherside of the source. It will be noted from the path just traced thatmotor M5 will be constantly energized to rotate cams 885 and 898 as longas arm I58 remains in engagement with bar I88.

For effecting display of the signal lamps of Fig. 14, current paths areprovided from source conductor 822 (Fig. 2), to and through bar I88, aspreviously described, as follows:

One path leads through contact arm I82, conductor 188, terminal 128,conductor 8" (Fig. 14) to the amber lamps A, A located in cross highway;another path leads through conductor 818, contact arm I18, conductor155, terminal 188, conductor 118 (Fig. 14), to the arrow lamps 582, 588,585 and 598 located in cross highway as well as to the arrow lamps 588and 588 located in main highway; another path leads through conductor818, contact arm I18, conductor 158, terminal 185, conductor 115 (Fig.14), to the green lamps G, G located in cross highway as well as to thered lamps R, R located in main highway; and still another path leadsthrough conductor 818, bar I85, arm I18, conductor 158, terminal 8,conductor 188 to the amber lamps A, A located in main highway.

The return current path for the signal lamp circuits just traced leadsthrough the various indicated signal lamps (Fig. 14) to conductor 858and thence to terminal 188 (Fig. 2) and back to the other side of thesource by way or conductor 852.

From the foregoing, it will be seen that the six arrow lamps 588, 588,582, 588, 588 and 588; the amber lamps A, A, A, A; the green lamps G, Glocated in cross highway and the red lamps R, R located in main highwaywill be lighted.

For convenience in description, the lamps just referred to will behereinafter collectively designated as Aspect Group XII, and thelighting of this or any other aspect group will be referred to as aSignal presentation.

As will be readily apparent, throughout presentation of aspect GroupXII, traiilc movements through the intersection are permitted asfollows:

The lighting of the cross highway green lamps G, G, the left-hand tumlamps 592, 588, the right-hand turn arrow lamps 585, 588 and amber lampsA, A signifies that vehicles are permitted to complete movements alongcross highway directly through the intersection or turning to the rightor left, but should proceed with caution and, if approaching theintersection should be prepared to stop short of it upon the display ofthe red light; while, for main highway, the lighting of the red lamps R,R, the amber lamps A, A and the right-hand turn arrow lamps 588, 588

- indicates that vehicles approaching the intersection along mainhighway should stop before reaching cross highway, except in thatvehicles which have already undertaken a right-hand turn may, drivingcautiously, complete same, and the drivers of waiting vehicles mayprepare to start.

The energization of the motor Ml (Fig. 3), previously referred to,causes rotation of the shaft 288 and of the dial assemblies FN, FS andN, together with the cams 885 and 888. Such rotation causes the cut-awayportion 885' of the cam 885 to be presented to the tracer contact 888,whereupon the previously eifective current supply path for the motor MIis interrupted at contacts 888, 882; the contacts 888, 888 havingpreviously been closed in preparation for the establishment of anothercurrent path for subsequent restarting and/or continued operation ofsaid motor.

If, at the time of the interruption of such previously eflective currentsupply path of the motor Ml, the dial assemblies of Fig. 3 are somewhatin advance of synchronism of the master timer T, the relay 858 will beenergized, so that its movable contact 818 will be separated from thestationary contacts 812, 818, and such other current path will not beimmediately available. The motor Ml will therefore be brought to andmaintained at rest until such time as such other current path isrendered available through deenergization of relay 858. This stage inthe operation of this dial mechanism is sometimes referred to as "there-synchronizing period".

Assuming that the master timer T of Fig. 16 and the dial assemblies ofFig. 3 are in synchronism at the re-synchronizlng period, as wouldordinarily be the case,the cam 585 of the master timer T will, as there-synchronizing period is about to become eifective, withdraw itsraised portion 585 and present its cut-away portion 585' to the tracercontact 5I8, thus permitting this contact to separate from the contactH2, and thereby breaking the previously effective current path forenergization of the relay 858.

Following such deenergization of said relay, its contact 818 moves intoengagement with the contacts 812, 818. Two paths are thus made availablefor supplying energizing current for motor Ml. One of these paths leadsfrom the source conductor 822 (Fig. 2) to terminal 188, thence throughconductor 828 (Fig. 3), contacts 818 and 818, conductor 888 to contact888; and the other path leads from said source conductor to and throughcontact bar I 88, as previously described, thence through conductor 188,terminal 8, conductors 182 and 895, contacts 812 and 818, conductor 888to contact 888. The purpose of these two paths in parallel will behereinafter more fully explained in connection with the description ofthe operation of the traffic controller of Fig. 1, without thesupervision of a master timer.

When the motor MI thus resumes rotation of the dials and cams, thecut-away portion .885 will be withdrawn and the raised portion of thecam 885 will be presented for engagement with the tracer contact 888;which contact 888 will

